Shuttle mechanism for looms



'7 Sheets-Sheet l B. LIEBOWITZ SHUTTLE MECHANISM FOR LOOMS Dec. 9, 1952 Filed Aug. 7, 1946 Dec. 9, 1952 B. LIEBowlTz SHUTTLE MECHANISM FOR LOOMS '7 Sheets-Sheet 2 Filed Aug. '7, 1946 ZIJ De- 9y 1952 B. LIEBownz SHUTTLE MECHANISM Foa Looms 7 Sheets-Sheet 5 Filed Aug. '7, 1946 INVENTOR.

Dec, 9, 1952 B. LIEBowlTz SHUTTLE MECHANISM FOR LOOMS 7 Sheets-Sheet 4 Filed Aug. '7, 1946 ec 9, 152 B. LIEBownz SHUTTLE MECHANISM FOR LooMs 7 Sheets-Sheet 5 Filed Aug. 7, 1946 (VN LIN ,No www m E 0 w f Q Nm MNM m.

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SHUTTLE MECHANISM FOR LOOMS Filed Aug. j, 1946 7 Sheets-Sheet 7 E.. BY @W9/CW@ /ITTORNE Yf Patented Dec. 9, 1952 UNITED STATES PATENT OFFICE 25 Claims. 1

This invention relates to looms and in particular to shuttle mechanism for looms including the loom shuttle and means for propelling the loom shuttle.

The principal objectives of this invention are to eiect a substantial increase in speed, to reduce power consumption, to minimize shock at each acceleration and deceleration of the shuttle, and to gain other advantages as will hereinafter appear.

In conventional designs of looms, the speed, i. e., the number of picks per minute, is severely limited by the weight of the shuttle. Moreover, the size of the shuttle and other elements in the design and operation of the associated mechanism make it necessary to use llarge and jerky motions of the heddles, which motions impose severe stresses on the warp threads and hence also constitute a restriction on the speed at which such looms can be operated.

Attempts hitherto made to overcome these diiculties by reducing the size oi the shuttle have not been successful because shorter and lighter shuttles tend to be erratic in their iiight; i. e., lighter shuttles show a lack of stability in their motion, and so have had to be abandoned. Current tendency in textile design is, in fact, in the opposite direction; that is, the tendency now is to reduce handling by increasing of package size, including under the term package the amount of cotton on the shuttle bobbin. This involves an increase in the size and weight of the shuttle, rather than a decrease.

According to this invention, the problem of reducing ythe size and Weight of a loom shuttle is met by stabilizing the shuttle in its flight by means of gyro mechanism. The stabilizing effects -of gyro mechanisms are Well known and need not be discussed herein. The inclusion of one or more gyro mechanisms in a loom shuttle constitutes one of the main features of this invention.

When a gyro mechanism is included in a loom shuttle, the rotatable inertia member or gyro can be driven in any suitable way. Thus, the gyro can be driven by impulsion at the end of each pick or` each alternate pick during the operation of the shuttle mechanism of the loom. For example, there may be associated with the ywheel or gyro of the gyro mechanism small buckets or other deflectors and means may b e provided for directing a jet of compressed air against these buckets or deflectors to cause rapid rotation of the gyro. In such case, the jet of compressed air may be directed against the deectors to rotate the gyro at the end of each pick or each alternate pick, for example, when the shuttle is in the shuttle box. For this purpose, aperture means may be provided in a casing member vof the loom shuttle Whichis disposed about the gyro mechanism and aperturev means may also be provided in either or bothof the shuttle boxes used for receiving the shuttle at the end of each pick, and these aperture means may be arranged so that a jet of air can be directed therethrough from a suitable source of compressed air for impinging upon the deflectors. Alternatively, electromagnetic means may be provided for rotating the gyro of the gyro mechanism in the loom shuttle. For example, the gyro may be the armature of an electric motor and means may be provided for supplying suitable voltage to the electric motor with the aid of contacts that are made at the end of each stroke or alternate stroke of the shuttle so as to supply electric power for actuating the electric motor and effect rapid rotation of the gyro. In such case, the iield of the motor can either be in the shuttle ybox or in the shuttle itself. Another electromagnetic means that may be employed consists in making the gyro in the form of a rotor in an induction motor and by providing stator means, namely, means for producing a rotating magnetic field, at the shuttle box at the end of each stroke or alternate stroke of the shuttle. Moreover, impulsion for effecting rotation of the gyro may be supplied by mechanical means contained entirely within the shuttle by utilizing inertia forces arising from acceleration and/or deceleration of -the shuttle to eiect longitudinal movement of the gyro relative to the shuttle, which longitudinal movement can be caused to impart spin -to the gyro by suitable means such as a screw or helix on the shaft on which the gyro is mounted and by employment of a ratchet device or the like for permitting reverse movements. erally, any appropriate means may be used in the practice of -this invention for supplying power for impulsion `of the gyro of the gyro mechanism in the loom shuttle so that the gyro will rotate rapidly during the flight of the shuttle and thereby stabilize the shuttle in i-ts ight. By thus stabilizing the shuttle in its flight, the Weight of the shuttle can -be made much less than shuttle weight previously required in order to preven erratic flight of the shuttle. A

The size of a loom shuttle must depend to a f considerable extent upon the amount of. cotton or other threadIon the bobbin or cop which is car- Iried by the shuttle, However, in View of the well- More genknown mechanisms such as those in common use for automatically changing bobbins when they approach emptiness, no serious disadvantage is necessarily incurred in reducing the amount of thread carried by the shuttle bobbin or cop, to a minimum. For example, the amount of cotton carried by a fresh bobbin may be sufficient for a few hundred picks, which is a small number cornpared with current practice. However, the disadvantage incurred, because the bobbin-changing mechanism must operate more frequently is trivial. A more serious disadvantage would be incurred, however, by the wastage which wouldordinarily result if the length of weftV yarn lostat each change of the bobbin were the same as in current practice. This disadvantage can beovercome, however, by winding a predetermined length of weft yarn on the bobbin or cop and automatically changing the bobbin or copaf-ter a predetermined number of picks, that is, a number just sufficient to use up the predetermined length of yarn with allowances for variation in the crimpf etc.

By, employment of gyro mechanism inthe loom shuttle for stabilizing the/shuttle in its flight and byreducing the amount or weft yarn on a fresh bobbinL or.` coptoa practicable minimum, means are made available; bythis invention for substantially raising theA speedlimitations to which loomsfhave hitherto been subject.

One oi the many advantages gained by a substantial reduction; in the size of the shuttle liesV in the fact that the angular opening. of the shed at the time of passage of the shuttle through it canbe correspondingly reduced. This also permits reducingA the strokeof thev heddles and/or smoothing out their motions, thereby reducing the accelerations impressed'V on the Warp yarns andi hence raising the limitation on speed which would otherwise be imposed by these motions. These comments apply similarly to the. beater mechanism.

It has` been the practice in loom design for generations .to guide the shuttle. during its .night by means of. a. running board and sley car-V riedi by the beaterv mechanism. Thefunction of theA running board. istokeep the shuttle from dropping in itsflight, for. without it theshuttle under ordinary conditions. would drop considerably in the. interval from theA beginning. tothe end of its flight.

A loornA shuttlecomprising` agyro mechanism according to this invention can be used inconnection with guiding means such as therun-- ningboard and sley. However, in order-to reap-themaximum benefit from the stability of the trajectory ofthe shuttle resultingv from the use of the gyro mechanism, it ispreferable according to this`V inventionl to propel the shuttle through the shedwithout supportingv it orguidingit in any way; In-otherwords, one ofthe advantages o fthe gyro-shuttleliesin the fact that its trajectoryA can be made sufficiently stable so that-it canmake-itstraversethrough the shed in freeflight without any encumbrancesv other thanY aerodynamic forces, dragofthe weft'yarn, and so forth.

When a shuttle is propelled horizontally through the shed,l it is` under theiniluence of gravity, the amount of gravitational' fall depending upon the duration of;the.unsupport ed flight offthe shutle. For. example,` a shuttle in free flight lasting 11s. second falls about.0.16 foot or 1.92 inchesduringits flight, whereas, if;the ilishtlasts only lcsecorld. the fall-isonly. 0.307 inch. In

order that the shuttle may be reciprocated in free flight between oppositely disposed shuttle boxes, the gravitational fall of the shuttle can be compensated for in different ways, namely, (a) by disposing the shuttle box in a slightly inclined position with the shuttle receiving end upwardly so as to impart a compensating upward velocity to the shuttle and elevate its trajectory as in the firing of a rie, or (b) by imparting an upward velocity to the shuttle box as a whole during propulsion of the shuttle andthereby impart a vertical component to the movement of the shuttle, or` (c) by oscillating each shuttle box in such manner that its propelling position is vertically above its receiving position by the amount of fall. In the casev of compensating means (b) and (c) above referredy to, the longitudinal axis of the shuttle is horizontal as it is propelled from the shuttle box and during its flight. In the case of compensating means (a), the longitudinal axis of the shuttle is inclined asit ispropelled from the shuttle box and during, its flight, Each of the compensating meansreferred to above as (a), (b) and (c) may be used exclusively of the others. and, ofcourse, can be used` in any combination with each other.

A` shuttle containing a gyro mechanism will: tend to maintainits axialforientation in flight due to the stabilizing action ofthe gyro (except for such yaw or precession as may arise from various causes), and for this reason the longitudinal axis of the shuttle remains in substantially the same disposition during the flight of the shuttle. The compensating means referred' to as (b) and (c) hereinabove havethe advantage that the 1ongitudinal: axis. of. the shuttle remains horizontal during flight so that the shuttle can enter the bore of a horizontally-disposed shuttle box with-V out incident impact required-to align the-longitudinal axis of the shuttle with the bore ofthe shuttle box as the shuttle-enters the shuttle box.

However, when the compensating means (a) isI employed, the longitudinalV axis of the shuttle is necessarily inclined during its flight and this resultsin misalignment ofv the longitudinal axis of theY shuttle with the bore of the shuttle box which-receives the shuttle at the end of its flight. Thisis somewhat disadvantageous if thcmisalignment is substantial,r for, in order to align the shuttleaxis with the boreof the shuttle box receiving the shuttle, a jarring impact is required due to rapidity'ofthe flight of the shuttle.

The type of compensating means employed in order to compensate for the gravitational fall of the shuttle in free4 flight will depend upon the circumstances. By use of a lightweight shuttle and by employing the high speeds which are pos-v sible according to thisinvention, the disadvantages incident to compensating means (a) are small; Thus, if'the time of flight is, for example, 1/25 second andthe length of free flightv is, for example, 5feet, the average horizontal velocity, of

the shuttle isY feetper second, its fall is 0.307.

inch or 0.0256 foot, and its average falling velocity is.. therefore 0.64 foot p er second, which is only l0.51% of the transverse velocityv of the shuttle. This means that. the angle of elevation of the boreV of theshuttlebox required to correct com,-

pletely for the. fall of the. shuttle in,itsv ight is.

only 0.0051radian or about 0.29". Accordingly, complete correction for., fall of theshuttle under the conditionsindicatedcan be obtainedby pointing. the bore of the'shuttle box upwardly towardy misalignmentY between the longitudinal, axis of` the shuttle and the axis of each of the shuttle boxes as the shuttle is received by each 'shuttle box is approximately twice 0.29", or 0.58. Such small error in alignment may be taken care of by suitable tapering or funneling of the mouth of the shuttle box. In this connection, it may be mentioned that some tapering or funneling of the mouth of the shuttle box is necessary in any case to provide for small errors in the propulsion of the shuttle from the oppositely-disposed shuttle box and to provide for yaw due to other causes such as aerodynamic forces, yarn drag, and movement set up during propulsion. If desired, the funnel-shaped part of the shuttle box may be lined, for example, with wood or leather, in order to minimize the shock which results from the slight amount of impact that results from the misalignment of the axis of the shuttle when it enters the shuttle box in case the compensating means referred to as (la) hereinabove is employed. In using compensating means (la), it may be desirable to correct for misalignment due to elevation of trajectory and non-horizontal disposition .of the shuttle axis, especially when lower shuttle speeds or wider looms are used, thereby increasing the error. Such correction can be effected, for example, by oscillating the longitudinal axis of the shuttle box in a vertical plane about a horizontal transverse axis near its mouth so that the shuttle box points upwardly at the required angle during propulsion of the shuttle therefrom and downwardly at the required angle upon receiving the shuttle. Moreover, other means for correcting for fall and misalignment ofthe shuttle axis and shuttle box may be employed in conjunction with the compensating means (a) hereinabove referred to. For example, compensating means (la) may be combined with compensating means (c) by pivoting the shuttle box at some other point along its length instead of at or near the mouth so that when the shuttle box is oscillated about this axis the mouth will move vertically. In this combination of compensating means (a) and (c), the angle of elevation of the trajectory would be less than in pure (la), and the mouth of the receiving shuttle box would be lowered by the amount of resulting net fall.

As mentioned above, compensating means (b) and (c) have the advantage of maintaining the longitudinal axis of the shuttle horizontal except for yaw, etc. (so that impact with the shuttle box due to misalignment is minimized). However, there may still be impact due to difference in vertical velocity between the shuttle and the shuttle box it is entering. Further, there is a cause of residual impact due to the elongated shape of the shuttle, which I will refer to as tail slap. Both of these causes of impact can be eliminated or minimized by employing the compensating means (b) whereby means is provided for causing vertical reciprocation of the shuttle boxes in proper phase with the shuttlepropelling means so that the receiving shuttle box at the moment of the initial contact of the shuttle therewith is moving vertically at essentially the same velocity as the vertical velocity of the shuttle. Moreover, by maintaining the vertical velocity of the shuttle box constant during the period of ejection and during period of reception of the shuttle, no disturbance of the longitudinal axis of the shuttle will occur during the period of ejection and during the period of reception. In this arrangement, then, there will be no tail slap except for theunavoidable presence of small amounts of yaw or precession. In contrast, compensating means (c) above, if used alone, involves both impacts now under discussion. Thus, if the shuttle is ejected from a stationary elevated position of the shuttle box and is received by the opposite shuttle box in a stationary lowered position, there will be an impact between shuttle and shuttle box due to the velocity of fall of the shuttle; moreover, the leading end of the shuttle will be arrested vertically before the trailing end, and this will result in some tail slap. According to one preferred embodiment of this invention, means is provided for causing vertical reciprocation of the shuttle boxes in combination with synchronizing means associated with the shuttle-propelling means whereby the shuttle box at the moment of initial contact of the shuttle therewith is moving downwardly at essentially the same velocity as the downward velocity of theshuttle due to gravitational fall. An-

other good method consists in imparting such' vertical velocity to the shuttle during ejection that it reaches the opposite shuttle box at the highest point of its trajectory and is received by the shuttle box in a corresponding highest point of its motion while it is momentarily at rest. I-Iere again the shuttle and receiving shuttle box have the same vertical velocity, viz., zero vertical velocity. This modiiication is still classied under compensating means (b).

In order to minimize the possible injury due to impacts when the shuttle enters the shuttle boxes, it is preferable to make the shuttle for use according to this invention so that the shuttle comprises an elongated body portion for containing the bobbin or cop and so that the shuttle comprises end portions having substantially greater cross-sectional area than the cross-sectional area of the body portion. These enlarged end portions are also advantageous for encasing the gyro mechanism which may be disposed in either or both ends of the shuttle.

One of the objects of this invention is to minimize vibration and impact forces arising from the acceleration and deceleration of the shuttle and also to reduce the power consumption for maintaining the reciprocatory ight of the shuttle between the shuttle boxes. According to this invention, novel shuttle propulsion means are employed comprising a movable shuttle-propelling member for propelling and receiving thev shuttle and actuating means to accelerate and decelerate the shuttle-propelling member in each direction of its reciprocatory movement, the mechanism being such that, at the movement of initial receiving contact of the shuttle with the shuttle-propelling member, the shuttle-propelling member is caused to move away from the shed preferably at substantially the same velocity as the velocity of the shuttle. As described hereinbelow in connection with a speciiic embodiment of this invention, the shuttle-propelling member may be movable within a shuttle box, and, according to this invention, the shuttle upon being received by the shuttle box moves towards the shuttle-propelling member and comes into initial contact therewith when the shuttle-propelling member is moving in the same direction as the shuttle and at approximately the same velocity. Thereafter, the shuttle and shuttle-propelling member are smoothly but rapidly decelerated so that there is no sudden jar or shock when the shuttle is received by the shuttle box and is brought to rest by the shuttle-propelling member. Appropriate synchronizing or timing means can be provided to accomplish this end, as will hereinafter be described.

In preferred practice of this invention, two shuttle-propelling members are provided on opposite sides of the loom for oscillation within oppositely-disposed shuttle boxes, the oscillatory movement of the shuttle-propelling members be ing synchronous but in opposite directions so that the shuttle-propelling members will first move towards each other and then move away from each other. When the shuttle-propelling members move toward each other, these members are first accelerated so as to propel the shuttle from one of the shuttle boxes toward the other. The shuttle-propelling members are decelerated while still moving in the shuttle-propelling direction, and come to rest and then have their motion reversed so as t0 move away from each other. In moving away from each other, the shuttle-propelling members are first accelerated, and the a the shuttle. By way of more specific illustration,

the cycle may be described as starting when the shuttle is in contact with the left-hand shuttlepropelling member, both of these members then being at rest in the extreme outward position of their strokes. member is iirst rapidly accelerated toward the right, namely, inward toward the shed, pushing the shuttle ahead of it. When the shuttle and shuttle-propelling members attain maximum velocity, the crosshead is rapidly decelerated and the shuttle leaves it to fly through the shed. In the meanwhile, the opposite shuttle-propelling member has been undergoing the same motion, but oppositely directed, and the mechanism is synchronized so that these members attain substantially the same maximum velocity at substantially the same moment. While the shuttle is in flight from left to right, both members'continue to be decelerated on their inward motion, come to rest, and are then rapidly accelerated outward away from the shed. Both members reach the maximum outward velocity which is substantially the same as the maximum inward velocity at a point in the travel which may be geometrically coincident with the point at which maximum inward velocity is developed. At substantially this point in the outward travel of the right-hand,` member, the shuttle which is traveling from left to right comes into contact with this member. At this moment, the velocity of the right-hand membelis substantially the same as the velocity of the shuttle (disregarding the small loss of kinetic energy during night). The

velocity of the shuttle and the rate of movement.

of the shuttle-propelling members are synchronized so as to eiect this predetermined timing. Since the shuttle and the right-hand member are moving in the same direction at substantially the same speed, there is virtually no impact shock. Thereafter, the right-hand member and the shuttle are decelerated and brought to rest in the extreme outward position. It is seen that, by this motion and.' timing of the shuttle-propelling members, the shuttle has been brought from the left shuttle box to the right shuttle box by rapid The left-hand shuttle-propelling I:

lll

but smooth accelerationl up to the velocity of flight, then by free travel at this same velocity, and thereafter by rapid but smooth deceleration from substantially this velocity to zero velocity. By the same sequence of acceleration, free travel and deceleration, but in the opposite direction, the shuttle is brought Vfrom rightto left, and this. reciprocatory motion of the shuttle may be repeated so long as it is desired to continue operation. It is an advantage of the operations described for impelling and receiving the shuttle that no appreciable shocks resulting from sudden impacts occur. Moreover, the shuttle-propelling members are dynamically balanced so that there is very little vibration of the mechanism as a whole.

In the deceleration process described above, the decelerating force is smoothly applied to the shuttle by the crosshead or propelling member with which it is in contact. The reaction of this force on the mechanical train which operates the crosshead is such as to give back to the machine the kinetic energy of the shuttle, minus such losses as occur in ordinary machine friction. Thus, the kinetic energy is recovered with good efficiency instead of being lost entirely, as in conventional means, byimpact and special friction to stop the shuttle. In the embodiment to be described, the shuttle-propelling members or crossheads have their motion imparted thereto by actuating means wherein resilient. means coact both in supplying the energy for flight and in receiving energy during deceleration. But the mechanism as a whole does not function as a. resilient mechanism because its motions are substantially rigidly determined as will he described. The absence of impact forces is important in any case, but is particularly advantageous in connection with loom shuttles comprising a gyro mechanism for eliminating or minimizing of impacts on the gyro'bearings.

As is the case with any gyro mechanism, it is desirable that the bearing friction be kept small. When a gyro mechanism is embodied ina loom shuttle, it is desirable that the bearing friction be small not only to avoid substantial loss of energy of the gyro between actuating impulses, but also to minimize the tendency which arises from the bearing friction to cause the shuttle as a whole to rotate about the longitudinal axis of the, gyro. Thus, when the rotational axis of the gyro is parallel to the longitudinal axis of the shuttle, bearing friction tends to rotate the unguided shuttle during its flight about its longitudinal axis. The actual amount of this rotation in any one traverse of the shuttle will be small because the bearing friction isy small and because the duration of the night of the shuttle is very short. However, such rotation is cumulative unless corrected. In any loom it is necessary that the angular position of the shuttle about its longitudinal axis be maintained substantially constant relative to the shuttle boxes for operation of the bobbin-changing mechanism and other devices. Moreover, when the shuttle comprises a gyro mechanism according to this invention, such definite orientation of the shuttle is desirable in order that power for actuating the gyro mechanism may be readily supplied by communication through and between the shuttle box and the casing member of the shuttle that is disposed about the gyro mechanism. According to this invention, means are provided for rotatably adjusting the disposition of the shuttle about its longitudinal axis so as to cause the shuttle to assume a predetermined angular position about this axis and so that, in case the shuttle upon being received by the shuttle box has become displaced from the desired predetermined angular position, such displacement can be corrected. The means for correcting angular displacement of the shuttle about its longitudinal axis may take several forms. For example, the exterior of the shuttle may be provided with a portion having a non-circular cross-section which is adapted to register with a similar cross-section of the bore of the shuttle box so that the shuttle on entering the shuttle box will be brought to the predetermined desired angular position about its longitudinal axis relative to the shuttle box. Such means for correcting any angular displacement of the shuttle about its longitudinal axis involves impact of the shuttle with the shuttle box which receives the shuttle, and it is therefore preferable according to this invention to bring the shuttle to its position of rest within the shuttle box and to provide means whereby the shuttle when in a position of rest may be rotatably adjusted about its longitudinal axis in order to correct for any displacement from its desired angular position. One embodiment of such means is described in more detail hereinbelow.

In a preferred embodiment of this invention, the shuttle on completing its liight and making contact with the shuttle-propelling member or crosshead becomes latched thereto so as to prevent longitudinal relative motion between the shuttle and shuttle-propelling member until the latching means is released, which preferably occurs at the moment when the shuttle-propelling member reaches its maximum inward velocity or slightly before this moment. By providing such latch or securing means, the important advantage is gained of readily preventing release of the shuttle when for any reason such prevention is desired, for example, when the loom is being started and has not yet reached operating speed or when any of the several safeguards on the loom signals the mechanism to stop picking. It is preferable that the securing or latching means be adapted to co-act with an engageable member presented by the shuttle so that the shuttle may be adjusted rotatably about its longitudinal axis relative to the shuttle-propelling member while the securing means is engaged with the engageable member presented by the shuttle.

In order to attain the advantages of this invention to maximum degree, the features of this invention which have been described hereinabove are preferably employed lin combination, although it is apparent that it is not necessary that all of the features of this invention be employed simultaneously and that the advantages of this invention may be attained at least to some degree when the individual features of this invention are employed separately so as to obtain the benefits resulting from the employment of any such feature of my invention. Further purposes, features and advantages of this invention will be apparent by reference to the following description of certain speciiic embodiments of this invention which, in order to aord a clearer understanding of this invention, are shown diagrammatically and by way of illustration in the accompanying drawings, wherein Fig. 1 is a front elevation of the shuttle boxes and shuttle-propelling mechanisms of this invention with elements of the loom frame to which they are secured shown in section, the shuttlepropelling mechanisms being in the extreme outward position;

Fig. 2 is an elevation of the mechanism shown in Fig. 1 taken on the line 2--2 of Fig. 1;

Fig. 3 is a plan view of the left-hand shuttle box shown in Fig. 1 together with the mounting means therefor and certain of the associated mechanisms;

Fig. 4 is a detail View to a larger scale and mostly in section of the outer end of the lefthand shuttle box shown in Fig. l, showing the shuttle-propelling member within the shuttle box and a portion of the shuttle;

Fig. 5 is a sectional elevation taken on the line 5 5 of Fig. 4;

Fig. 6 is a plan view, partly in section, of the shuttle box shown in Fig. 4, the shuttle being removed from the shuttle box;

Fig. '7 is a front elevation partially in section and on a somewhat larger scale of a portion of the left-hand shuttle-propelling mechanism shown in Fig. 1, the mechanism being shown in the extreme inward position;

Fig. 8 is a plan View with parts broken away so as to be partially in section of a loom shuttle comprising a gyro mechanism according to this invention;

Fig. 9 is a section of the loom shuttle and shuttle box taken on the line 9-9 of Figs. 3 and 8;

Fig. 10 is a section of the loom shuttle taken on the line ID-I ll of Fig. 8;

Fig. 11 is a sectional elevation showing in detail means for effecting rotary adjustment of the shuttle about its longitudinal axis relative to the shuttle box, the section of the shuttle being on the line I I-I I yof Fig. 8;

Fig. 12 is a graphic representation indicating the travel of the shuttle and the movements of the shuttle-propelling members and shuttle boxes and the timing and synchronization of the parts for a specic exemplary application of this invention;

Fig. 13 is a detail sectional elevation on a somewhat larger scale of a portion of one of the shuttle boxes with a portion of the shuttle therein showing alternative means, in this case electrical, for causing rotation of the gyro of the gyro mechanism of the shuttle;

Fig. 14 is a detail sectional elevation of an alternative form of shuttle and shuttle box showing alternative means for establishing electrical contacts for supplying electrical power to an electrically-operated gyro mechanism within the shuttle and showing alternative means for obtaining desired angular position of the shuttle about its longitudinal axis relative to the shuttle box, Fig. 14 being taken on the line Ill- I4 of Fig. 15;

Fig. 15 is a sectional view of the shuttle box shown in Fig. 14 taken on the line I 5-I5 of Fig. 14,;

Fig. 16 is a sectional elevation of the outwardlyflared shuttle-receiving end of the shuttle box shown in Fig. 14 and shows the shuttle entering the shuttle box with its disposition about its longitudinal axis displaced lsubstantially from that required for registry of the peripheral contours of the end of the shuttle with the internal contours of the shuttle box; and

Fig. 17 is a sectional view of the shuttle box and shuttle shown in Fig. 16 taken on the line l'l-l l of Fig. 16.

Referring to the embodiment of this invention as shown in Figs. 1 to 11, oppositely-disposed shuttle boxes 20 and 20a, together with the shuttle-propelling mechanisms associated therewith, are mounted on the frame 2| of the loom. Since the shuttle boxes and the shuttle-propelling through which :passes the rod 224.

shown) 11 mechanisms .at the .opposite sides of theshed of the loomare complementary, that is, .have righttand-left symmetry, thedescription of vthis'invention which follows :is .directed specically, as far as detail of structure is concerned, mainly Zto the shuttle box andl associated mechanisms shown-at the le'fthand side of Fig. v1.

For 'supporting the vshuttle box 2|), a bracket l2-2 is trigidly secured to .aimembero'f the'loom trame 2|. Upstanding adjacent `the ends of the bracket 22 are the bearing'members23 A(see Figs. 2fand3) A U-s'haped frame member 25 is carried by the rod L24 'and includes the collar members 26 which surround and 'support the shuttle box L20 .from `the fends of the arms of the frame member S25. ISince the frame member 25 is carried by the 'ro'd 24 which is rotatable within thenfbearingmembers 123, it is apparent that the lvertical .position of .the fshuttle box can be elevated and lowered 'by effecting a rocking motion of the frame member about the 'axis of the rod 24. This ,rocking motion `can -be effected `and controlled :as .'desired lin .synchronism with the rotation of .the power shaft 21. Power for rotating the power shaft 2l canb'efsupplied by any vsuitable means .suchas aimotor (not Any suitable means for rocking the frame member 25 to raise Zand ylower the shuttle box 20 in proper timing .with the -rotationof the power shaft 21 may be utilized. For purposes of illustration, such means vis shown as lconsisting -of the cam -28 whichrotates .withthe power :shaft 21 and which co-acts withthe camroller 29 that is carried by the cam rod 30. At the upper `end of the cam rod 30 is .a 'bearing .member 3| torlthe :bearing :pin 32 which xis carried .by the members 33 lthat kare rigidly 'secured to lthe iframe fm'ern'ber 25. In 'orderthat'thecamroller 29 may be main- .tained 'in proper :position lrelative to Athe cam 228, a yoke member 34 (Fig. 2) is provided .which `is .rigidly secured to the rod 130 .and'which fits about the :power shaft 21:50 as to prevent lateral move- .ments thereof normal to the Power shaft -while at the same time `permitting 'elevation `and lowering of the cam roller to effect the Vdesired'vertical movement of the rod 30. The cam roller '29 Ieffects positive upward movement of the rod 30. The downward movement of zthe rod 30 .for maintaining the cam roller 29 in'contact with'the cam 28 is :effected by the compressionspring 35 which -is ldisposed between 'a member 36 which lis rigid with the 'bracket .-22 and which is .apertured for free passage of the rod 30 therethrough and fthe collar 3:1 which is xed to ytheirod 30 by anysuit- Iable means such as a set screw, `pin .or the like. Thecam track `provided by cam28 for controlling the vertical movement of the cam roller '.29 is .ar-

ranged with respect to the power shaft 2'|.'for imparting a slight rocking motion .to the iframe 25 Yso that `'the yshuttle `box 20 'will 'be vrreciprocated vertically 'through -a small distance. As will be `described `more in detail herein'below, the vertical movement of theshuttle lbox under the influence 'of `the actuating means above ydescribed is -timed so as to compensate "for the fall of the shuttle under gravity during free night. The timing of these movements of the :shuttle 'box insynchro- -nism with'the other mechanisms'willfbe described more in detail hereinafter.

Mounted for longitudinal reciprocaticn `within the shuttle `box20 -is thevshuttle-propelling member which lis indicatedigenerally by the reference character .38 (see, -for example, Fig. 4). 4For brevity, the shuttle-propelling member will also Abe referred 'to hereinafter -as the ',crosshead.

about which is rotatably `disposed the 'bearing member v4| that is Aintegral Awith the vupper end :member 42 of the 'actuating arm 431er picker stick. The -upper Yend member '42 'of this arm is telescopcally slidable within the actuating arm i43 so as .to -permit the 'required 'change .in over-.all length of the combination A42--43 during the horizontal reciprocation tof the lcrosshead 38 within vthe shuttle box. The shuttle iboxhas 'an elongated aperture 44 `along the bottom :thereof to permit reciprocation'of :thecrosshead together with its actuating arm lrelatively vto the shuttle box.

The actuating arm 43 is zpivotally 'mountedtnr permitting reciprocatory motioniof the upper-end thereof on .the bearing pin -45 (see Fig. l) which 4is .carried lby the bracket 46 4that lis :secured itc the loom frame 2|. Theloom .frame at or .near the point where the bracket '46 vis attached `thereto may be reinforced 'by one or .more tie Arods 41. Carried `by 'the `actuating varm 4I, is the -cam roller v48 which is disposed yfor rcontact with the .cam track 49 presented by the large bell-shaped cam 4member 50 that fis secured to and rotates with the power :shaft 2'1. In order to maintain vthe cam roller -48 Vin contact with .the cam 'track `49 and to provide power .formaving the crosshead on its'shuttle-propelling stroke, any suitable means may be used, althoughit .is ypreferable according to this invention to 'provide vresilient means in the form of ygaseous fluid under compression. :For this purpose, 'a piston and cylinder may be used .as :shown ,in greater detail inFig. 7. The cylinder 5| may :be supplied withcompressedair, for example, from any suitable 'source by 4a iiexible air lline '52 -(see I). For example, a'reservoir (not shown) containing air under high pressure may at all times be connected with the interior of 'the cylinder "5| by the line `52. The vcylinder 5| isopen tothe 'atmosphere at the inner end and the piston 531s .slidable therein, the .piston 53 being connected to the piston rod 5t that ypasses through 'the `packing 55 and that is connected Yto the 'actuating arm 43 by the bearing member v56. The :action 'of thecompressed air in cylinder 5| :against the ,piston '53 urges the cam 'roller '4B against the cam track 449 `with a force 'that depends upon the superatmospheric pressure within-the :cylinder 5I. Itis apparent that resilient means other than that afforded by compressed gaseous fluid may be utilized, for example, 'a 4spring `which is disposed so as to vat all times urge the .cam

roller 48 against the .cam -track v45| of the cam member 50 and lwhich is Vadapted .to provide .suiicient force for propelling the crosshead to impart desired shuttle velocity. The cylinder 5| is carried by the loom frame 2| and isrmounted for rocking movement by the lbearing 'brackets 51 which are secured to the loom frame and which include the bearings `58 for the :pin "59 that passes through the ears |52 .(Fig. 2) protruding -from the open end of .the cylinder 5|. The brackets 51 on opposite sides of the .loom may be tied together for structural reinforcement.

It ris apparent from 4the foregoing description .of the actuating .arm 43 and the cam mechanisms associated therewith that the upper end of the actuating arm '43 can be reciprocated so as to reciprocate the crosshead 38 within 'the shuttle box 20 so as to propel the shuttle 'from 13 the shuttle box and return the crosshead to its extreme outer position. In Fig. 1 and Fig. 4, the crosshead 38 and actuating arm 43 are shown in the extreme outer position. Upon operating the mechanism so as to rotate the cam member 58 in a clockwise direction viewed from the right, the action of the air Within the cylinder l causes the actuating arm 43 and crosshead to move inwardly for propelling the shuttle from the shuttle box, this motion being controlled by the slope of the cam track 49. This motion as controlled by the' cam track is one of rapid but smooth acceleration until maximum velocity is reached at approximately the mid-point of the travel of the crosshead and then deceleration which is concluded rapidly and smoothly until the point of extreme inward travel of the actuating arm 43 is reached. 'Ihe extreme inward position of the actuating arm 43 is shown in Fig. 7. Upon further rotary movement of the cam member 58, the actuating arm 43 is returned to its original outward position, this movement being impelled and controlled by the cam track 49 so as to effect rapid and smooth acceleration until maximum velocity is reached approximately at the mid-point of the travel of the crosshead, the motion thereafter being decelerated so as to conclude rapidly and smoothly. The cam track is so designed that there will be a period of dwell at each extreme position of the actuating arm 43 and crosshead 38. The timing of the motion of the actuating arm will be illustrated and described more fully hereinbelow in connection with Fig. 12.

In apparatus embodying this invention, it is preferable, as stated hereinabove, that the actuating arm 43 be moved in the shuttle-propelling direction by resilient means which co-acts with the shuttle-propelling mechanism as a whole so as to supply the power for propelling the shuttle. By. thus using resilient means to propel the shuttle, an easily operated safety feature is provided in that if for any reason it is necessary to stop the picking motion, the movement of the actuating arm 43 can be readily stopped without elaborate mechanism such as would be required if the actuating arm were to be propelled in both directions by positively acting mechanical means such as a groove cam.

It has been mentioned hereinabove that it is preferable to provide securing means whereby ythe shuttle may be secured to the shuttle-propelling member or crosshead so as to prevent relative longitudinal movement between the shuttle and the crosshead after contact between these members has been established. One form of securing means is illustrated and is described below, particularly in connection with Figs. 4, 5 and 6. The securing means that is shown comprises a split tube 5) which provides a plurality of spring fingers 6| extending towards the shuttle. Each of these spring fingers has an inwardly extending portion 52 and the latch part 63. The end of the shuttle is provided with a groove 64 that affords an engageable member adapted to be engaged by the latch parts 63 of the securing means. The split tube 60 is secured to the crosshead by any suitable means such as the threading 65. Inside the split tube 6D rides the expander 66 to which is attached the rod G1 having an enlarged end 68. The spring 69 holds the expander 66 away from the inwardly extending portions 62 of the spring fingers 6|. A lever` 10 is mounted within the opening 39 in the crosshead for pivotal movement about the pin 'H which is carried by the crosshead 38 across the opening 39. A pin l2 projects from the lower end of the lever '18, and at the upper end of the lever 'I0 is the head 'I3 which is adapted to abut against the member 68 so that, upon rotating the lever-'10 about the pin ll from the position shown in solid lines to the position shown in dotted lines in Fig. 4, the expander becomes pushed against the inwardly extending portions 62 of the spring lingers 6I so as to free the latch parts 63 from the groove 64 in the shuttle thereby releasing the shuttle from lthe crosshead at the desired time. In order to effect this movement of the lever 18 so as to release the shuttle at the proper time, a bar 14 (Figs. 2, 4 and 5) is provided which is carried by the collars 15 which surround the shuttle box 20 so that these collars may be rotated, together with the bar 14, about the longitudinal axis of the shuttle box. The position of the bar 14 is controlled, for example, by the movable rod 'I6 which is pivoted to the ear Tl (Fig. 5) that depends from the bar 74. When the bar 14 is in its normal position as shown in Figs. 4 and 5, the pin 'i2 carried by the lever 'i8 will come into contact with the end i8 of the bar 14 during the shuttle-propelling motion of the crosshead, and when this occurs the pin 12 is caused to ride onto the bar 14, thereby bringing the lever 18 to the position shown in dotted lines in Fig. 4 so as to force the expander inward and thus to release the shuttle from the securing means. The timing of the release of the shuttle is determined by the location of the end 'i8 of the bar 14. Ordinarily, the securing means is released at or shortly prior to the time when the crosshead and shuttle attain maximum velocity during the shuttle-propelling stroke of the crosshead. Itis apparent that upon the return stroke the expander 36 becomes retracted as soon as the pin l2 reaches the end 'I8 of the bar lll so that the latch parts 63 will engage the groove 64 in the shuttle on the return iiight of the shuttle. A stop 132 (Figs. 4 and 6) prevents or limits motion of the part 13 away from part 68.

It is an advantage of the device shown that the securing means for securing the shuttle to the crosshead can be prevented from releasing the shuttle under certain conditions. As above stated, the bar 'lll is carried by the collars 75 which are rotatable about the shuttle box. By pulling the rod l5, the bar 'i4 can readily be moved out of the path of the pin i2 sothat re. lease of the shuttle from the crosshead can be prevented. The ro '.3 may be associated with any stop mechanism or group of stop mechanisms associated with the loom so that release of the shuttle from the crosshead may be prevented Whenever this may be desired. Thus, two independent means are provided for stopping the flight of the shuttle, one being the means of holding back the picker stick conventionally employed; the other the means just described.

Referring to Figs. 8 to l1, an example of a loom shuttle provided with a gyro mechanism according to this invention is shown. The loom shuttle comprises the tubular body E3 which is secured to the annular member 88. Also secured to the annular member 88 is the casing member or shuttle cap 8l. The shuttle cap 3l encloses a gyro 82 which is the rotor or rotatable inertia member of the gyro mechanism for stabilizing the shuttle in its flight. The gyro 82 rotates on the bearings |52 about the shaft 83 and is held endwise thereon by the nuts 84. The rotor shaft 83 is carried by the member S5 which is secured to or formed integral with the annular member Sil. The bobbin .clip B6 may be of Y'any :conventional .design and .may be carried 'by the annular member 80. The bobbin B1 .is shown .in position. The topand `bottom of the tubular shuttle Ybody T9 are provided :with openings 88 (Fig. 1'0) which Yprovide entry and exit openings for the bobbin so that 'the fbObbin 'can 'be changed by .known bobbin- Vcl'ianging mechanisms. Slots 89 and 99 are provided in'thetubular shuttle body 19 as is conventional for entry of `the bobbin .feeler Aand for Len'tryfof the cutter.

The periphery-of the :rotor vcr gyro of `the gyro lmechanism is @provided with a plurality of buckets or "vanes 9'I which constitutes deflectors for :a .jeto'f `air which is impinged thereon to cause `thei-.otor'orgyro to rotate 'at high speed. Openings '192 (Fig. 9) in the shuttle cap V8| are provided for admitting .and exhausting compressed air and they are positioned' with reference to the Ideflec'tors 9| so that #a jet of air Apassing therethrough causes rapid rotation of the gyro 02. The compressed air is used to impel the gyro 82 when the `shuttle is at lits extreme out- Ward position Vwithin the shuttle box. In order fthat'th'is may be accomplished, the shuttle box is provided with aperture means 93 and 93a (see Figs. T3 and 9) which register with the open- "in'gs 92 in the shuttle cap when the shuttle comes to rest in .its extreme outward position in the shuttle box. The aperture means 93 has assoelated therewith an air line :94 which is connected to a source (not shown) of compressed air so that -the air under compression may be discharged as a jet through the aperture means "93 in 'the shuttle -box and through the openings 92 in the'shuttle cap for impelling the gyro ofthe gyro mechanism.

It 'is preferable to cut off the jet of compressed v'air whenthe shuttle is not in its position of rest 'in its vextrerneoutward position'within the shuttlefb'ox. This may be accomplished by the `valve 95 inthe air line '94 which can be actuated from "the power shaft 21 by appropriate timing mechanism. In the particular device shown, the power shaft 21 is provided with the cam 96 (Fig. l) on which rides the cam roller 91 that is carried by the cam rod 98 similarly to the cam roller 29 which is Acarried by the cam rod 30. 'A yoke '|49 secured to the cam .rod 98 straddles the power shaft to maintain the position ofthe 'cam'roller 91. The upper end of the cam rod 9.8 is pivotally connected 'to the arm 99 (Figs. l1 and 3) which is attached to a rock-shaft |00 that 'is rotatably mounted within the hollow 'casting 'member IOI secured to the bracket 22. A'Secured to .the opposite end of the Vshaft |00 'is 'the arm |02, the upper end of which abuts against the valve 95. The compression spring |03 :between the fixed stop |04 and the -collar |05 fastened to the rod 98 causes the cam roller 91 to follow the cam '96 and urges the arm |02 against 'the valve 95 `so as to permit ow of air 'through the line '94. The cam 96 is of a shape appropriate for permitting the spring |03 "to 'open the valve 95 when the shuttle first reaches its ,position of rest in the shuttle box, or just prior thereto, and for retracting the arm |02 from the valve 95 when the shuttle starts 'its motion for discharge from the shuttle box. 'The .valve "95 may be of any suitable type -such that, when pressure is brought thereagainst by the arm |02, the valve is opened and such that .it will automatically close as soon as the arm l|02 is Lmoved *away therefrom.

rIt is apparent that .the angular position of -crosshead is in engagement.

v16 the shuttle about its :longitudinal axis V.relative to the shuttle 'box `should Vbe :controlled :so 'that `the openings 92 in fthe 'shuttle casing .may come into registration with the 'aperture means 83 in 'the shuttle box Vfor .the vpurpose of directing fthe compressed :air 'as va. jet against Ithe de'ectors 9| on the gyro. Accurate registration is not essential here, because the openings 92 may b'e xextended circumferentially to .avoid the mevcessity of their accurate registration -with the jet 93, Abut it 'is necessary 'to control the angular position of the shuttle so kas to permit operation of the bobbin-changing mechanismand operation of 4the feeler Aand Acutter mechanisms. In order that 'this angular orientation 'of the shuttle may 'be 'controlled and in forder to zadjust such orientation of the shuttle in the Levent of its departure `from its desired angular :pos'ition, means is provided for making fsuch adjust- 'ment automatically. Referring particularly to the 'means for making such adjustment which is .'shown in Figs. 1, 2, 3, 8 and A1'l,'the body 'portion 19 o'f the shuttle has Aa tapered slot .'IIIB therein. For co-'action with the slot |06, 'the pin |101 (Fig. 11') is provided which is lfixed Ato the shaft |08 that is rotatably carried by bearing members |09 secured to the 'top of the shuttle vbox 20. The pin '|01 is normally .maintained in 'the position shown in Fig. 1 and in solid lines :in Fig. 1-1 by torsion spring |iI'0 (Fig. y3). However, by rotating the shaft I'Ill to 'bring the pin |01 to the position shown in dotted lines in Fig. 211, the pin vIllI is made to enter vthe tapered slot |06. When this occurs, it is apparent that if the shuttle is not .in its proper zan- -gular position the shuttle will `be 4rotated iso `that this angular position will become adjusted to the position desired. This is caused to 'occur :after the 'shuttle has `been brought .to rest in fits extreme outer position. The 'adjustment is thus Imade 'without the occurrence of 'appreciable impact such as may occur Ain 'the modification shown in Figs. v16 'and 17., for example. At the time this adjustment is made, Yutilizing the YYernb'odiment `of. this invention which -is shown, `the securing means for securing the shuttle to the It is apparent, however, that `the design of the :securing means is such as Ato :permit of vthis adjustment.

The pin .I U1 may be caused to move to the position shown in dotted lines in Fig. l1 by any suitable means. The means which is shown by way of illustration consists in a cam 'I II (Fig. l) against which the cam roller |.I2 rides. The cam roller II2 `is carried `by the lower 'end of the slotted guide vmember I|50 which is secured to the bottom of the cam rod Il3. The 'cam rod I I3 is urged upwardly by the compression spring ||4 which is disposed between the bracket |'I'5 fixed to the loom frame and the collar IIB fixed to the cam rod II3. The vupper end of the cam rod I I3 vis pivotally secured to one end of the lever arm I-|1, the vother end of the varm lv|I-1 being secured to the rock-shaft I I8 which passes through the bearing casting I I 9 (Figa). Aixed to the other end of the shaft I|8 is the arm |20, the upper end of which carries a head |2| for abutting against the end of the arm |22 which is rigid with the small shaft '|08 that Vcarries the pin |01. Whenever the cam rod I'I3 ispermitted to move upwardly as controlled by the cam I'I I, the arm |20 is rocked so as to rotate the small shaft |68 and move the pin |01 to the position shownin dotted lines in Fig. 11. Whenthe cam I II moves the cam rod VI I3 downwardly, the arm |20 is rocked in the opposite direction and the spring I I moves the pin |01 to the position shown in solid lines in Fig. 11. The cam is so designed that these movements will take place during the period when the shuttle is at rest in its extreme outward position of travel within the shuttle box. With the arrangement shown, if the position of the shuttle in the shuttle box should become displaced to such an abnormal extent that the pin |01 cannot enter the tapered slot |06, it is apparent that no damage or breakage of the mechanism will occur, for the force for moving the pin I1 to the position shown in dotted lines in Fig. 11 is Supplied solely by the resilient spring i I4 rather than by a non-resilient mechanical action. In the event of any such emergency whereby the pin |01 may be prevented from normal entry into the tapered slot |06, a suitable stop mechanism can be provided that is adapted to cause cessation of picking.

In Fig. 8, the detail of the gyromechanism at one end only of the shuttle is shown. For stabilizing the shuttle in its flight, the gyro mechanism may be located at one end only of the shuttle. However, it is preferable that the gyro mechanism shown at the lefthand end of the shuttle be duplicated within the shuttle cap Sia, at the righthand end of the shuttle which is shown in Fig. 8. The tapered slot |06 may be included in like but complementary position in the por- Y tion of the shuttle body 19 which is cut away in Fig. 8 in order to show the mounting for the gyro mechanism and bobbin clip within the shuttle, but such duplication of slot |66 would require lengthening the shuttle body to avoid interference between pin |01 and the bobbin-changing mechanism. It is preferable to use only one slot H and to place the shuttle orienting parts ld?, |00, |09, etc., on the righthand side in such position as to operate in this one slot rather than to use the right-and-left symmetry shown. It is to be understood that the shuttle as a whole is made as light and as small as is practicable and that the gyros are driven at very high speed, which may be of the order of 30,000 to 40,000 revolutions per minute or even more. The compressed air impelling means, as shown, indicates that the left gyro receives its impulses only when in the lefthand shuttle box, and the right gyro when in the righthand shuttle box, i. e., each gyro receives one impulse in two picks. However, the aperture means in each shuttle box may be duplicated so that each gyro will receive an impulse for each pick.

In connection with the construction. of the shuttle, it is to be noted that the shuttle caps 8i and Bia include an enlarged portion |23 in cap 8| and |2341 in cap 81a.. In other words, the shuttle is provided with a tubular portion which constitutes the body of ther shuttle, and at each end of the body of the shuttle there is provided and end portion which has a greater cross-sectional dimension than the tubular body portion of the shuttle. It is these enlarged end portions of the shuttle that make contact with the shuttle box. This construction is desirable in order to avoid contact between the shuttle box and the middle portion of the shuttle during entry of the shuttle into the shuttle box.

rEhe shuttle box 2d is provided with an opening ld (see Figs. 3 and 10) in the upper portion -iereof which comes into registration with the openings S3 in the shuttle when the shuttle is in rest. position within the shuttle boxV so that the bobbin-changing mechanism may operate therethrough. The side of the shuttle box may be provided with a longitudinally-extending opening |25 (see Figs. l and 10) adapted to register with the openings 3Q and 90 in the shuttle for access of conventional feeler and cutter mechanisms (not shown). The end of the shuttle box is provided with a fiared portion |26 so as to facilitate and guide the entry of the shuttle into the shuttle box in case of minor misalignment between the shuttle and the shuttle box when the shuttle enters the shuttle box on approaching the end of its flight.

As mentioned above, the foregoing description has referred primarily to the lefthand shuttle mechanism shown in Fig. 1. It is to be understood that the righthand shuttle mechanism is symmetrical with the lefthand shuttle mechanism except for certain details like the bobbinchanging mechanism, possibly the shuttleorienting mechanism, etc. Thus, the shuttle boxes 20 and 20d are oppositel'y disposed for effecting reciprocatory flight of the shuttle therebetween through the shed ofthe loom'. Accordingly, the parts shown in the righthand shuttle mechanism of Fig. l are in the main the same as in the lefthand shuttle mechanism and somer of these parts have been indicated by thesame characters used for identifying the partsin the left handl shuttle mechanismwhere thishas been deemed desirable for the purpose of' clarity in the showing.

With regard to the operation of the apparatus shown in Figs. 1 to 11, the timing and synchronization of the operations may be described starting with the positiony ofy the parts as. shown in Fig. l. It may be assumed that the apparatus has been brought up to operating speed and'that the shuttle is momentarily in its position vof rest at the extreme outer end of the lefthand shuttle box. By the action of the compressed air jet,.the gyro of the gyro mechanism in the shuttle has been brought up to its desired high speed of rotation. Uponrotation ofthe power shaftI 21 in a clockwise direction (viewed from right), the actuating arms A3 become accelerated inwardly and reach maximum velocity at about the midpoint of their inward strokes. At this point', the securing means for securing theshuttle to the lefthand shuttle-propelling. member or crosshead is released. Moreover, during this motion of the crosshead in the shuttle box, the shuttle box as a whole is moved upwardly through. a slight distance, its upward motion being accelerated synchronously with the accelerated motion ofthe shuttle. When the shuttle'is releasedfrom the crosshead, the lefthand shuttle box'continu'es to rise and at the same time the crosshead'i's/decelerated until it reaches its extreme inward position. When this occurs, the upward movement of the shuttle boxis decelerated, but prior tothis time the shuttle has been ejected from the shuttle box so that there is coupled with the horizontal velocity of the shuttle a small upward velocity component as it leaves the shuttle box. This upward component compensates for theA action of gravitation on the shuttle during its period of free iiight. While the lefthandmechanisms have been undergoing the movements abovedescribed, the righthand .mechanisms `have been undergoing the same movements in exact synchronization with the movements of the lefthand mechanisms but with the lateral movementsin the opposite direction.

While the shuttle isv in its iiight from thelefthand to the righthand ofk the shuttle box, the

. 19 actuating arms 43 reach their extreme inward position and the shuttle boxes reach their maximum elevation. Thereafter, the actuating arms 43 begin their outward movements which are accelerated so as to reach maximum velocity at about the mid-point of the stroke of the arms 43. At the same time, the shuttle boxes are moved downwardly. The timing of the mechanisms by virtue of the operation of the power shaft 21 and the cam mechanisms associated therewith in relation to the spacing of the shuttle boxes and the velocity of the shuttle is such that the shuttle reaches the end of its flight, namely, the moment when the shuttle comes into contact with the crosshead in the righthand shuttle box, when this crosshead is moving in the direction of the shuttle at substantially the same velocity as the velocity of the shuttle away from the shed. Moreoven as the shuttle enters the righthand shuttle box, the righthand shuttle box is caused to be moved downwardly at substantially the same rate as the rate of gravitational fall of the shuttle at the end of its flight. The shuttle therefore enters the shuttle box without any jarring impact either due to becoming aligned with the shuttle box or due to a sudden stopping of the horizontal or vertical momentum of the shuttle. When the shuttle comes into contact with the crosshead in the righthand shuttle box, the securing means becomes engaged with the shuttle and the shuttle and the righthand crosshead are decelerated until these parts come to rest position at their extreme outer position of travel.

It is to be noted that the kinetic energy of the shuttle is not dissipated in the form of friction and impact in being brought to rest in the shuttle boxes, but is received by the resilient means which propels the arm 43 on its shuttle-propelling stroke and which urges the cam roller 48 carried by the arm 43 against the cam track 43 so that the position and movement of the arm. 43 are at all times controlled. Normally, the motor which supplies power for rotating the power shaft 21 acts against this resilient means in moving the actuating arms 43 outwardly as a result of rotation of the cam member 50. However, to the extent that the kinetic energy of the shuttle in being decelerated urges the actuating arm 43 toward its extreme outward position, to substantially the same extent the power required for rotating the shaft 21 to effect this movement is diminished and the kinetic energy of the shuttle is recovered instead of being dissipated and lost. The energy thus received and recovered is then released in propelling the shuttle from the shuttle box, and improved operating efficiency is obtained.

When the shuttle reaches its extreme outward position in the righthand shuttle box, the valve 95 in the air line is opened so as to direct a jet of air against the deflectors on the periphery of the gyro of the gyro mechanism within the shuttle. At the same time (or earlier), the pin 101 is. moved so as to correct any displacement (within limits) of the angular position of the shuttle about its longitudinal axis which might have occurred- At the end of the period of rest of the shuttle (or earlier), the pin |01 is moved out of the way and the jet of air is cut off, whereupon the righthand actuating arm 43 starts its inward shuttlepropelling stroke for night of the shuttle from the righthand shuttle box to the lefthand shuttle box, the operations being the same as above described except that the shuttle now moves from right to left. In loom operation. this rapid reciprocatory travel of the shuttle is continued until such time as it is desired to stop picking for any reason. At such time the part 16 can be pulled to move the bar 14 so that the pin 12 will not come in contact therewith thereby preventing release of the shuttle from the crosshead with which it may be in contact. Alternatively, the picker motion can be stopped as in conventional looms without stopping the power shaft, by blocking the arm 43 in extreme outward position by the stop |51 which is normally out of the path of the arm 43 as shown in soid lines in Fig. 2 but which can be moved to the position shown in dotted lines in Fig. 2 so as to prevent inward movement of the arm 43. This is permitted since the force for propelling the arm 43 inwardly is aiorded by the compressed air in cylinder 5| or other resilient means.

The timing and synchronization of the crossheads, the shuttle boxes and the shuttle in connection with a specic application of the principles and sequences of operations hereinabove generally described are indicated for purposes of exemplication by the graphic representation shown in Fig. 12. In this graphic representation the position of the crossheads, shuttle boxes, and shuttle are plotted against time and also against the angular degree of rotation of the cam shaft.

The operation is shown as starting with the shuttle in the lefthand shuttle box when the crossheads are in the extreme outer position indicated at A and A respectively, the solid lines representing the positions of the crossheads. At this starting point the crossheads are spaced furthest apart from each other and are at rest. Zero seconds and zero degrees of rotation of the cam shaft have been selected as the starting point which occurs at the mid-point of the period of dwell in this position of rest. At the end of the period of rest both crossheads are moved inwardly with rapid but smooth acceleration as indicated by the curves until maximum velocity is reached at the points P and P simultaneously. At this moment the shuttle leaves the lefthand crosshead at maximum horizontal velocity (in this instance, say, 37 meters per second). The crossheads thereafter are smoothly decelerated at the rate indicated by the curves and come to rest at their extreme inward positions where they remain stationary as indicated at B and B. The crossheads are then accelerated outwardly and attain maximum velocity at the points Q and Q', the points Q and Q being substantially coincident with P and P', and the velocity of the crossheads at Q and Q being the same as the velocity at the points P and P but in the opposite direction. During the period within which the crossheads have been moving from the points P, P to the points Q, Q', the shuttle has been in free flight. The timing and synchronization of the device are such that the shuttle will arrive at Q' :at the instant that the crosshead arrives at Q', and when at this point the shuttle and crosshead are moving in the same direction at the same velocity, except for any slight deceleration of the shuttle in its liight due to aerodynamic forces, drag of the weft yarn, etc. The crossheads and the shuttle, the shuttle being now in contact with the righthand crosshead, are then decelerated smoothly at the rate indicated by the curves, the corsshead coming to rest'again in extreme outer position at C and C. During the period of rest the gyro of the gyro mechanism within the shuttle is impelled, as by the jet of compressed air :in the manner above described. and at the same aeedesi time the angular position of the shuttle about its longitudinal axis relative to the shuttle box is adjusted by action of the pin lill, if any such adjustment is necessary. The crossheads are then moved inwardly, the shuttle now beingv propelled from right to left at the same velocity that it was propelled from left to right, the crossheads coming to rest at their innermost positions at D and D'. Upon the next movement outward of the crossheads, the shuttle is received by the lefthand crosshead at Q when the shuttle and crosshead are moving at approximately the same velocity and the crossheads come to rest again at E and E so as to complete the cycle oi' operations. When the shuttle is in its position of rest in the lefthand shuttle box, the gyro mechanism in the shuttle is again impelled and the angular position of the shuttle about its longitudinal axis is again adjusted.

With regard to the vertical motion of the shuttle boxes in the embodiment shown, the shuttle boxes are in their lowermost position at A and A' at the start of the cycle of operations. The dotted lines X .and X indicate the rise and fall of the shuttle box as controlled by the actuating andsynchronizing mechanisms. The shuttle boxes iat -a-ll times are axially parallel and axially in line in this embodiment. It is to be noted that when the crossheads are moved inwardly,

the shuttle boxes at the same time are rst accelerated in their upward movement and then decelerated, the maximum upward velocity of the shuttle boxes being at M and M', this point being reached at the instant the crossheads are at points P and P respectively when the shuttle is released from the crossheads for flight through the shed. Thus, an upward velocity is imparted to the shuttle as it leaves the lefthand shuttle box. The shuttle boxes attain maximum rise when the crossheads are in their extreme inner position and descend during the outward stroke of the crossheads, the downward velocity oi the shuttle boxes reaching its maximum at the points N and N which is at the same instant that the crossheads reach points Q and Q', and this downwardly velocity being the same as the upward velocity of the shuttle boxes at points M and M'. In traveling from left to right, the upward component of the velocity of the shuttle after it leaves the lefthand shuttle box is rst reduced to zero when the shuttle reaches the highest point of its parabolic trajectory, yand the motion of the 'shuttle thereafter acquires a downward ycomponent and the timing is synchronized so that the vertical position of the shuttle is the same at t-he end as at the start of its ight .and so that the downward velocity of the shuttle boxes at N and N is the same as the downward velocity of the shuttle when it reaches the point Q in being received by the righthand shuttle box at the end of its night. In other words, when the shuttle reaches the end of its flight and is being received by the righthand shuttle box, the rate oi fall of the shuttle is substantially the same as the downward velocity of the shuttle boxes. In the example s-hown in Fig. 12, the nal downward velocity is the sa-me as the initial'upward velocity, and the highest point of the shuttle trajectory is in the Center of said trajectory. The shuttle boxes are brought to rest in their l-owermost position at C and C and the same movements are repeated in causing the shuttle to pass from the extreme :right to the extreme left position.

The ydiagram in Fig. 12 has been madey for 0.1 second total time yof cycle 'for one pick with 11/ ing this interval.

4meters of free flight; the horizontal scale for horizontal shuttle movement is aboutlzlO, and for vertical movement of shuttle box about 2:1. The maximum horizontal velocity is about 371/2 meters per second; maximum vertical velocity about 19- -centimeters per second. But it is to be understood that the operations indicated graphically in Fig. 12 are merely illustrative and that the timing may be changed ydepending upon the desi-red velocity of the shuttle in 'its `flight and upon the length of flight of the shuttle. However, Ias shown by Fig. 12, the maximum velocity of the shuttle propelling members, which as aforesaid is substantially the same for `each member and in each direction of travel, is .attained at points in the strokes of the shuttle propelling members that are spaced apart by a distance substantially equal to the product of said maximum velocity of one of the shuttle propelling members in its shuttle impelling stroke and .a succeeding moment of maximum velocity of the other of the shuttle propelling member in its shuttle receiving stroke. Thus, according to the specific example illustrated in connection with Figure l2, the aforesaid maximum velocity of 37.5 meters per second is attained when the left hand shuttle propelling member is at the point P and the shuttle concludes its free ight through the aforesaid 1.5 meter distance of .free Hight from the point P to the point Q1, at which the other shuttle propelling member attains the same aforesaid maximum velocity on its `shuttle receiving stroke, after the elapsed period shown in Fig. 12 of .04 second. rSince said maximum velocity of Y3"!.5 meters per second multiplied by the free flight time .interval of .04 second is 1.5 meters, it is apparent tha-t the distance between the points P .and Ql is the product of the maximum velocity attained by the shuttle propelling members at the points P and Q1 and the time interval between the moment when the left hand shuttle propelling member is at the point P in its shuttle propelling stroke and the succeeding moment when the right hand shuttle propelling member is at the point Q1 in its shuttle receiving stroke. The same relationship also applies on the return flight or" the shuttle from P1 to Q. Moreover, when the mechanism is Idesigned for movements of the parts as indicated in Fig. 12, it is apparent that each of the crossheads altern-ately travels inwardly and then outwardly again when the shuttle is not in contact therewith. This is preferable because the mechanism thereby is maintained in .dynamic balance and vibration is minimized. However, it is not necessary that the mechanism be so designed. Thus, when the lefthand crosshead reaches its innermost position at B, it may remain in this position until this crosshead is moved outwardly between D and E without being returned to the C position dur- The righthand crosshead may be Iactuated similarly but alternately with respect to the left hand crosshead. Similar remarks apply to the vertical movements.

As previously mentioned, the method for compensating for vertical travel of the shuttle due to the action of gravity during free flight is capable of being varied widely. For instance, instead oi having the high point of the trajectory come in the middle of its flight, the high point may come, as an illustration, at the end of its flight. This can be achieved by modifying the vertical-displacement time curve so that its slope at M and M is twice that shown in Fig. 12, so as to impart twice as much vertical velocity to the shuttle boxes, during propulsion, and by further modifying said curve as shown at Z and Z of Fig. 12 so that the shuttle boxes are in their highest positions during reception of the shuttle. In this modified case, as in the previous one, shuttle box and shuttle have equal vertical velocities when the box receives the shuttle, but, as indicated, in this modified case the said Vertical velocity is Zero.

In Fig. 13, alternative means is shown for actuating a gyro mechanism contained in the shuttle box, such means in this case being electrical. The shuttle may be of the general construction above described including the body portion 19 and the annular member 8l. The gyro mechanism in this case, however, is in the form of an electrical motor which conveniently may be designed for operation from a source of three phase alternating current of suitable frequency for the high speed required. In the form shown, the .stator |28 is carried by the rod |29 which is coaxial with the longitudinal Iaxis of the shuttle and which is rigidly carried by the member |30 that is secured to the member 80. The rotor 13|, which is the armature of the motor and may, `for example, be of conventional squirrel cage design, rotates about the 'rod |29. The field of the stator is connected to the conductor rings |34 on the shuttle cap |33. These rings are insulated from each other by the insulating material |35 and lare electrically connected to the stator |28 by the connections |36. The shuttle box |31 may be the same as the shuttle box 20 except that there is secured thereto -a brush holder |38 from which the brushes |39 extend .for establishing electrical contact respectively with the rings |34 when the shuttle is in its normal rest position within the shuttle box. The `brushes are connected to lines |49 which in turn are connected to any suitable source of electric current. It is v apparent that when the shuttle comes to its rest position within the shuttle box |31, the electrically operated gyro mechanism within the shuttle is connected to the source of electric power which is effective to impel the rotor of the gyro mechanism for causing rapid rotation thereof. In the device shown, both the interior of the shuttle box and the periphery of the shuttle are of circular cross section, and by providing the rings |34 extending about the periphery of the shuttle cap |33, electrical connection can be established for operating the electrically operated gyro mechanism regardless of the angular position of the shuttle about its longitudinal laxis lrelative to the shuttle box. However, since such angular position of the shuttle is normally maintained nearly constant, it is not necessary that the rings |34 extend completely around the periphery of the shuttle cap, for these rings may, if desired, extend only partly around the periphery of the shuttle cap or may be of virtually the same extent as the ends of the brushes |39. While for convenience these brushes are shown in one plane, they are preferably placed in different planes to facilitate prevention of short-circuiting during shuttle movements.

In Figs. 14 to 16, alternative means is shown for adjusting the angular position of the shuttle about its longitudinal axis, as well as alternative means for establishing electrical connection of an electrically operated gyro mechanism with a source of electric current when the shuttle is within the shuttle box. According to this embodiment, the shuttle construction may be as above described, including the tubular body portion '19, However, the shuttle cap on the enlarged portion MI thereof is provided with a polygonal periphery, which in the drawings is shown as square, the corners being rounded. The end |42 of the shuttle cap preferably is shaped so as to be of circular cross-sectional periphery so that it may be provided with the annular groove 64 having the functions hereinabove described. The interior of the shuttle box |43 is shaped similarly to the periphery of enlarged portion |4| of the shuttle cap and fits thereabout so as to permit longitudinal movement of the shuttle therein. In Figs. 14 to 17, the cross section of the interior of the shuttle box is shown as square. The outwardly ila-red funnel-shaped end |44 of the shuttle box is of the same internal cross-sectional shape, although enlarged, and, as shown in Figs. i6 and 17, can accommodate the enlarged portion |4| of the shuttle cap even when the angular disposition of the shuttle about its longitudinal axis relatively to the shuttle box is displaced to the relatively exaggerated position shown in these figures. It is apparent that when the shuttle is being received by the shuttle box, the contact of the enlarged portion |4| of the shuttle cap with the interior of the funnel-shaped end of the shuttle box will exert force tending to rotate the shuttle so that as the shuttle continues to enter the shuttle box the enlarged end of the shuttle cap will be brought into registration with the inner walls of the shuttle box and so that any angular displacement of the shuttle relative to the shuttle box will have been corrected before the shuttle comes to rest in the shuttle box. When this embodiment is employed, it is contemplated that the shuttle caps at each end of the shuttle be similarly shaped and that both of the oppositely-disposed shuttle boxes be formed as above described. While any angular displacement of the shuttle relatively to the shuttle box can be corrected by the means described above in connection with Figs. 14 to 17, such means involves impact of the shuttle with the inner wall of the shuttle boxes in order to make the desired correction, and for this reason it is preferred t0 provide means for making such correction after the shuttle has been brought to rest in the shuttle box, e. g., as described above in connection with Figs. 1 to 11.

The shuttle cap at one or both ends of the shuttle shown in Figs. 14 to 17 may encase a gyro mechanism that is electrically operated and which may be essentially the same as that shown in Fig. 13 except that the connections for the motor are taken to the strips |45 which lie substantially flush with one or" the faces of the polygonal xterior of the enlarged portion |4| of the shuttle cap. The interior of the shuttle box is provided with conductor rails |46 which extend longitudinally of the shuttle box and are carried by an insulating member |47 that is secured to the shuttle box, the rails |46 being disposed so as to provide sliding contact with the strips |45 respectively, as shown in Fig. 14, when the shuttle enters the shuttle box. The rails |46 are connected to lines |48 respectively which are connected to any suitable fsource of electrical current. It is apparent that by the construction described electrical current can be connected to the electrically operated gyro mechanism within the shuttle substantially in advance of the ultimate position of the shuttle when it cornes to rest within the shuttle box and after the shuttle has started its movement out of the shuttle box, as well as when the shuttle is at rest, thereby prolonging the interval during which electrical power can be supplied to the gyro mechanism. The period during which contact is thus maintained will depend upon the length of the rails |45 along the longitudinal extent of the shuttle box.

Although the vertical movement imparted to the shuttle boxes for compensating for gravitational fall of the shuttle in free flight, as described above particularly in connection with Fig. 12, is preferable, it is not essential, as pointed out above. Thus, by appropriately selecting the contour of the cam 28 which controls the elevation and lower-ing of the shuttle boxes, each of the shuttle boxes can be caused to be stationary at its uppermost position of elevation for 'propulsion of the shuttle therefrom and so as to be stationary at its lowermost position for reception of the shuttle thereby, the difference between the uppermost and lowermost positions of elevation being the distance of gravitational fall of the shuttle in free flight between the shuttle boxes. Alternatively, in order to compensate for the gravitational fall of the shuttle, one end only of each of the shuttle boxes can be elevated and loweredby the mechanism such as above described for causing the shuttle boxes to be elevated and lowered, in order that during propulsion of the shuttle the shuttle box axis will be uptilted toward the shed and will be tilted downwardly for reception of the shuttle. Moreover, the shuttle boxes may be fixed in stationary position but with their axes uptilted toward the shed so as to compensate for the gravitational fall of the shuttle.

Because of the high speeds contemplated for looms embodying my invention, it is desirable to stop the picking motion automatically by blocking the arms 43 by means of part I5! each time the bobbin is changed. Such stoppage would greatly lengthen the time interval for changing bobbins without incurring a production loss exceeding a, fraction of one percent.

While certain specic embodiments and applications of this invention have been described hereinabove and sho-wn in the accompanying drawings, it is to be understood that this has been done merely by way of illustration for the purpose of aording a clearer understanding of the invention and that this invention and its applications may be Varied as the requirements of particular installations may indicate to be desirable without departing from the scope of this invention as denned by the following claims.

I claim:

l. Shuttle mechanism for looms comprising a shuttle, oppositely disposed spaced shuttle boxes each having an open end to receive said shuttle, a shuttle propelling member movable within each of said shuttle boxes for longitudinal reciprocation therein, actuating means for moving said members for acceleration and deceleration in each direction of the reciprocatory travel of each synchronously in opposite directions, releasable securing means carried by each of said members for contact with. said shuttle, an engageable member presented adjacent each end of said shuttle adapted to be engaged, by said securing means, actuating means for releasing said securing means during the shuttle propelling stroke of each of said shuttle propelling members, a gyro mechanism including a rotatable inertia member within said shuttle, impelling means for impelling said rotatable inertia member to eiect .rapid rotation thereof when said shuttle is within at least one of said shuttle boxes, positioning means for adjusting the angular position of said shuttle about its longitudinal axis to predetermined position relative to the said shuttle box within which said rotatable member is impelled by said impelling means, and elevation changing means adapted to elevate each of saidV shuttle boxes in synchronism during the shuttle propelling stroke of said shuttle propelling members and to lower each of said shuttle boxes in synchronism during the return stroke of said members, said lelevation changing means being adapted to impart an upward vertical component to the motion of said shuttle as it leaves'each of said shuttle boxes and to cause the vertical velocity of the shuttle boxes at the moment of initial contact of the shuttle therewith at the end of each night of the shuttle to be substantially the same as the vertical velocity of the shuttle, said actuating means for moving said shuttle propelling members being arranged for moving said members at approximately the rrate of travel of said shuttle at the moment of initial contact therewith when said shuttle is received by said shuttle boxes, and said actuating means including resilient means coacting therewith to impart shuttle propelling motion to said shuttle propelling members and to receive the kinetic energy of said shuttle during the shuttle receiving motion of said members.

2. Shuttle mechanism for looms comprising a shuttle, a first shuttle box, a rst shuttle propelling member movable within said shuttle box for longitudinal reciprocation therein, rst actuating means for moving said member for acceleration and deceleration in each direction of its reciprocatory travel, a second shuttle box, a second shuttle propelling member movable within said second shuttle box for longitudinal reciprocation therein, second actuating means for moving said second shuttle propelling member for acceleration and deceleration in each direction of its reciprocatory travel, said rst and second shuttle boxes being disposed for flight o-f said shuttle therebetween, synchronizing means associated with said first and second actuating means for causing said shuttle to effect initial contact of said shuttle alternately with said first and second shuttle propelling members while said members are moving at approximately the same velocity as said shuttle, a gyro mechanism within said shuttle, and actuating means for actuating said gyro mechanism when said shuttle is within at least one of said shuttle boxes.

3. Shuttle mechanism for looms comprising a shuttle including a casing member and gyro mechanism within said casing member, a horizontally disposed shuttle box having an open end to receive said shuttle, means for supplying power to actuate said gyro mechanism byr communication through and between said shuttle box and said casing member when said shuttle is within said shuttle box in predetermined angular position about 'its longitudinal axis relative to said shuttle box, and means for adjusting said shuttle angularly about its longitudinal axis while within said shuttle box to cause it .to assume said predetermined angular position about its longitudinal axis relative to said shuttle box.

4. Shuttle mechanism for looms comprising a shuttle, a shuttle box having an open end to receivesaid shuttle, and means for rotating said shuttle about its longitudinal axis to predetermined vposition relative to said shuttle box while said shuttle is in its normal position of rest rela- 

